Manufacture of starch.



No. 664,260. Patented 066. I8, I900.

. T. GAUNT.

MANUFACTURE OF, STARGH.

(Application filed Sept. 29, 1897.) (No Model.) 7

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No. 664,260. I Patented D80. l8, I900. T. GAUNT.

MANUFACTURE OF S'TARGH; ("0 Model.) 6 (Application. filed sept. 29,1897.)

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Clues? No. 664,260. Patented Dec. [8,1900. GAUNT.

MANUFACTURE OF STARCH.

(A ucasibn' filed Sept, 29, 1897.) (No Model.) 4 Shasta-Sheet 4.

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UNITED STATES V'ATENT Fries.

THOMAS GAUNT, OF PEORIA, ILLINOIS, ASSIGNOR OF TWO-THIRDS TO WILLIAMHAMLIN AND HARRY HAMLIN, OF BUFFALO, NEW YORK.

IVIANUFACTURE OF STARCH.

SPECIFICATION forming part of Letters Patent No. 664.260, dated December18, 1900.

Application filed September 29, 1897. serial No. 653,453. (No model.)

To all whom, it may concern.-

Be it known that I, THOMAS GAUNT, of Peoria, Illinois, have inventedcertain new and useful Improvements in Apparatus for Drying Starch andSimilar Substances, of which the following is a description, referringto the accompanying drawings, which form a part of this specification.

My invention relates to apparatus for drying starch and similarsubstances, and has for its objects certain improvements in theconstruction and operation of apparatus of this character, as will behereinafter more defi nitely pointed out in the specification and setforth in the claims.

In the accompanying drawings, Figure l is a plan view of the floor of abuilding containing drying-kilns and certain other apparatus for dryingstarch. Fig. 2 is a vertical section showing two stories of the buildingout at the plane 5 5 of Fig. 1. Fig. 3 is a transverse section through aportion of some of the dryingkilns on the plane 6 6 of Fig. 1. Fig. 4 isa longitudinal section through one of the kilns, showing the means ofheating and moving the air through the kiln. Fig. 5 is a crosssection ofFig. 4 on the plane 8 8, looking toward the left. Fig. 6 shows one doorand a portion of adjacent doorsat the rear end of the kilns. Fig. 7shows the draw-bar for advancing the cars through the kiln. Figsr8 and 9area side view and a front view of the coupling-piece by which the baris held to the last car in the kiln. Fig. 10 shows the device fordrawing the bar shown in Fig. 7, and thereby advancingall the cars inthe kiln. Fig. 11 shows a breaker for breaking the wet starch. Figs. 12and 13 are a side view and section of a spreading mechanism fordistribnting the wet starch evenly over the starchtrays. Figs. 14, 15,and 16 are respectively a top, bottom, and longitudinal section of oneof the starch-trays. Figs. 17 and 18 are side and end views of thestarch-car or starch-wagon for holding a number of the trays during thedrawing process, one of the trays being shown in the car. Figs. 19 and20 are end and side views of a transfer-car or transfer-platform for thestarch-cars. Figs. 21 and 22 are end and side elevations of abolting-reel for the dried starch.

Throughout the drawings like figures of reference indicate like parts.

The starch is thrown from the end of the conveying-belt 52 into thedescending chute of the breaker 54. A scraper 110 cleans the starch fromthe conveying-belt 52 asit passes around its pulley 111. Extendinghorizontally across chute 112 is a series of flat bars 113, set edgewiseand forming a grating between which revolve the blades 114, turning onthe shaft 115. The revolving blades 114 out up the starch and force itthrough between fixed plates 113 in small pieces. The starch so reducedto small pieces is received on a conveying-belt 55 and carried to thespreading mechanism 60, Figs. 12 and 13. From the end of theconveying-belt 55 the starch falls into the casing of spreadingmechanism 60. Within the casing are mounted two rotating shafts 61 62,driven in any desirable manner-such, for instance, like that shown inFig. 12and rotating in the directions indicated by the arrows in Fig.13. These shafts are provided with blades or bars 63 and turning in thedirection indicated by the arrows. They to a large extent retard or-preventthe starch from falling through between thein and serve also tobreak it up into small pieces. Stationary bars 64 and 65 project fromthe walls of the casing toward the shafts 61 and 62 and retard thestarch in passing through between them. The combined effect of the twosets of moving and fixed arms or bars 63, 64, and 65 is to further breakup the starch,to prevent its getting in masses,and to cause it to fallat a very even rate, notwithstanding irregularities in the supply fromthe conveying-belt 55. I will therefore term this part of the mechanismthe regu lating mechanism, since the plates regulate the supplyofstarch. The bottom of the casing 60 rests upon a table or platform 66,and the starch-trays are pushed along the table 66 one after the otherand are filled quickly and evenly while moving by means of the supplyingmechanism 60. In Figs. 12 and 13 the trays 70 are shown in positionwhile being filled. As the trays are shoved to the right, as indicatedby the small arrows, the starch falling from the said regulating-armsupon the starch-trays is spread out evenly I shaft 68.

upon the trays by means of the rotating arms, blades, or bars 67,mounted on the shaft 68. The shaft 68 may turn in adjustable bearings69. I have shown these adjustable bearings consisting of an eccentricwhich carries the By turning the eccentric the shaft may be loweredslightly and the thickness of the layerof broken starch which the arms67 will spread upon the tray 70 is thereby adjusted at will. The traysare pushed into the spreading mechanism one after another along thetable 66, which may have suitable guides for the purpose, and as thefilled trays come out from the rear side of the spreading mechanism theyare taken and loaded into the starch-cars and then run into thedryingkilns. The details of the starch-trays are shown in Figs. 14, 15,and 16. Netting of coarse fabric 71 is secured in the frame 72 upon thewooden grating or cross-bars 73. (See Fig. 15, which shows the underside of the tray, and Fig. 16, which shows a cross section.) A number ofthese trays are carried by each starch-wagon or starch-car 120. Thestarch-car shown holds fifteen starchtrays, a series of shells 121 beingprovided for that purpose. I have shown one tray 70 in position. Thestarch-wagons are mounted on flanged wheels 122, which run on tracks123. Transfer-cars 125, having short lengths of rails 124, correspondingto the rails 123, are used for transferring the cars 1220 from one trackto another. The cars run on tracks which extend at right angles to thetracks for the cars 120. The cars 120, loaded with the damp starch, arerun into dryingkilns 130, each of which may hold conveniently as many astwenty cars in a train on a single track. The portion of the kiln whichcontains the cars virtually forms a tunnel the walls of which just clearthe sides and corners of the starch-cars as they are advanced in thetunnel. of cars are shown in five tunnel-like kilns, the tops of thesefive kilns being removed to show-the cars. In Fig. 3 the cars are shownin the end view in the kilns. In Fig. 4 the complete longitudinalsection of a single kiln is shown.

Referring to Figs. 1, 2, 3, 4, and 5, I will now describe theconstruction and arrangement of the kilns.

In the drawings I have indicated twenty kilns or ovens arranged side byside, each of which kilns is capable of holding eighteen of thestarclrcars arranged in a train. As the kilns are used, however, onlyseventeen cars are in them at one time, as will be presently explained.The twenty kilns are provided with twenty tracks 123, extendinglengthwise through them. The starch-cars are run into and out of thekilns by means of the trans fer-cars 125. \Vhen the apparatus isarranged as shown in Figs. 4, 5, and 6, the transfer-cars 125 run upontracks 126 and 127, which are on a lower level than tracks 123, So as tobring the short lengths of rail 124 of In 1 five trains' the cars 125exactly into line with any one of the tracks 123 at will. The locationof the starch-spreading mechanism (30 for filling the starchtrays isindicated in Figs. 1 and 2. One track 123 outside the kilns runs conveniently near this mechanism, so that when the starclrtrays are taken fromthe table 66 they may be loaded onto a car 120 standing on this track.The car is then run to the right, as shown by the arrows, and taken by atransfer-car 125 along the track 126 to one of the ovens. The order inwhich the cars are introduced into and withdrawn from the ovens or kilnswill be presently described. The starch-cars which have completed thedrying process in the kilns are taken out from time to time ontransfer-cars 125 on the track 127 and brought to the point 128, so thatthe cars may be run onto the same track 123 from which they started.Conveniently near this track is a mechanical conveyer 140, whichpreferably consists of two oppositely-twisted Archimedean screws 141,which carry the material in opposite directions from the center. The menrake the dry starch in the trays from the starch-cars 120 and empty thestarch into one end or the other of the mechanical conveyers 141,according to whether pearlstarch or powdered starch is desired. One

of the two Archimedean screws 141 carries the starch to one point formaking pearlstarch, while the other screw 14] delivers to another pointfor making powdered starch.

The starch-drying process forms a continuous process in which by meansof the arrangements shown in Figs. 1, 2, 3, 4, and 5 three hundred andforty cars arranged seventeen in each kiln and each containing fifteenstarch trays, making over five thousand in all, may be constantly underthe drying action. The starch-cars are introduced one at a time at thereceiving ends of the kilns and at short intervalssay a minute apart.The kilns are for convenience numbered l to 20, inclusive, andthe-successive cars are introduced into successive kilns in regularrotation. If, for instance, the cars are introduced at a minute apart,each kiln will receive a car every twenty minutes, and assuming that thekiln normally contains seventeen cars and that the cars are taken out inrotation in the same manner as that in which they are introduced it isclear that each car will remain in its kiln about three hundred andforty n1inutes,or nearly six hours. By increasing the number of kilns orthe number of cars in each kiln or by lengthening the intervals at whichcars are introduced the duration of the drying action to which each caris subjected will be increased, and by reducing these respective factorsthe time will be decreased.

The seventeen cars in each kiln are drawn forward simultaneously thelength of one car from time to time, so that another car may beintroduced into the receiving end of the kiln. Preferably just before acar is intro- IOC duced into the receiving end of the kiln a carcontaining the dry starch is withdrawn from the delivering end, and justafter the fresh car is introduced the whole seventeen cars are advancedforward one car length. The manner in which this is done is as follows:The rod or bar 150 passes through all the cars in a kilnthroughasuitable casting 151 in each car, as shown in the drawings,Figs. 17 and 18, the bar being shown in Fig. 7. This bar is providedwith a hook 152 at the forward end and a coupling-fork 153, (see Figs. 8and 9,) which fits upon its rear end and prevents its being drawnthrough the casting 151 in the rear car. In the door toward which thecars move in each kiln is an opening 154, closed by a slide or cover155. (See Figs. 6 and 10.) When it is time to advance a train of cars, ahand-winch 160 and chain 161, mounted on a car 162, which travels ontrack 127, (see Figs. 1 and 10,) is brought opposite the closed door ofthe kiln in which the'ca-rs are to be drawn forward. The cover 155 isthen withdrawn from the opening 154 and the end of the chain 161connected to hook 151 on the bar 150. By turning the winch 160 the chain161 draws the rod 150, as indicated by the arrow in Fig. 13, and movesforward the seventeen or other number of cars one car length in thekiln, the forward car being drawn up against the inside of the door.

After releasing the chain 161 the operator then pushes the bar 150 asfar back as it will go and closes the slide or cover 155. Thus it willbe seen that the cars are drawn forward without opening the kiln, and Iwill later explain the means by which when the cover 155 is open theexclusion of cold air from the hole 154 is assured. When the cars havebeen drawn forward by the bar 150 and the bar shoved back, it will beseen that room is provided for another car at the receiving end, (in thefigures right-hand end of the kiln.)

The carman at that end accordingly in due time runs a starch-car bymeans of the transfer platform or car 125 on the tracks 126 opposite thekiln and opening the door at the rear end of the train, which it will beseen is the front end of the kiln, lifts the coupling piece or fork 153from the end of the bar or rod 150, and then rolls the car into thekiln, the rear end of the rod 150 passing freely through the casting 151in the car as the car is moved into place. The carman thendrops thecoupling-fork 153 back on the end of the bar 150, and the additional caris thus coupled onto the bar and made part of the train, ready to beadvanced with the other sixteen cars in due time by means of the winch,as already described.

Fig. 6 shows my preferred construction of the kiln-doors. The opening150 and its cover 155 are only present on the rear doors of thekilnsthat is to say, the doors toward which the cars move.

I will now describe my preferred manner or, as I may term it, schedulesystem of introd ucin g and advancing the cars through the kiln.

Assuming for convenience that there are twenty kilns and room foreighteen cars in each kiln, as shown in Fig. 3, there are normallyseventeen cars in each kiln, and it will be seen that if the cars areintroduced aminute apart successively throughout all the kilns each carwill be in about three hundred and forty minutes, or six hours. Thistime may be varied according to the dryness of the atmosphere andaccording to the temperature of the air used for drying. The carman whointroduces the cars into the front or receding end of the kilns may setthe time for the others and may introduce the cars a minute apartinrotation through the twentykilns. In Fig. 1 one car is shown beingintroduced into the eighteenth kiln from the top of the figure. At theother end the operator of the winch 160 follows close upon the man thatintroduces the cars and as soon as the car has been introduced heconnects his winch and draws that train of cars forward, advancing thetrain one car length. Just preceding him and timing the operation by thewinchman is the man that withdraws the cars from the kilns. It isnecessary that he should withdraw one car from the kiln before thewinchman attempts to move the train of cars forward. This will beapparent from Fig. 1, in which at the left side of the figure the winch160 is shown in position drawing the train forward, while three kilns infront of the winch a car is being run from the nineteenth kiln onto thetransfer-car 125, ready to be run to the position indicated at 128, sothat the starchcar may be drawn to the discharginghopper 140 andconveyer 141.

I will now describe the means of heating the air and forcing it throughthe kilns.

When there are twenty kilns, I preferably have about four or fiveheating-chambers beheath them, so that each hot-air chamberfur nishesthe hot air for about five kilns. This is the arrangement which I haveillustrated in the drawings. The ends of the kilns, toward which thecars move, and which are at the lefthand of the figures, are opendirectly beneath the tracks on which the cars run into theheating-chamber 170. In warm weather the air may be admitted into theseheating-chambers directly from the outside of the building through theopening 171. Each of the hotair chambers 170 is provided with a fan orblower 172, by which a forced draft is delivered directly through thesteam heating-pipes 173. These steam-heated pipes are preferablyarranged as shown clearly in the figures and inclosed by the sheet-metalcasing 174, open at the inner end and forming at the other end a continuation of the casing of the blower.'

through the grating 175 in the floor of the five or other number ofkilns 130, supplied from chamber 170. The grating 175 may consist ofshort I-beams or channel-bars supporting the rails on which the carstravel and leaving great freedom for the passage of the hot air. The hotair from the chamber 170 passes through the whole length of each kiln130 in a reverse direction to that in which the cars are introduced andmoved through the kilns. The cars, being designed to very nearly fit thekilns 130, as indicated in Fig. 6, compel the hot air to flow directlythrough the cars over each of the starch-trays 70, so as to get thegreatest effect for a given amount of hot dry air. To prevent the readypassage of the air beneath the car-bodies and between the wheels, Iprovide the wooden air deflectors or plates 176, Figs. 17 and 18, uponeach car. The hot air, passing over the starch-trays in successive carsfrom the dryest starch toward the freshly-introduced damp starch at thefront or right-hand end of the kiln, passes down at'the forward end ofthe kiln, where the starch-cars are received through the grating 177into the passage 178, which connectsin common with all the kilnsin theseries. From this passage 178 the hot air, now greatly cooled and nearlysaturated with dampness from the starch, is exhausted by the fan orblower 179 and passes out through the chimney 180. This exhaust-air,being warmer than the surrounding atmosphere and containing watervapor,in ascending the chimney 180 tends to create considerable additionaldraft. When the weather is cold, the air instead of being admitteddirectly to the blower 172 and heating-pipes 173 first passes throughthe heatingpipes 185 in front of the opening 171. In cold weather,therefore, the pipes 185 are used; but in warm dry weather it is notnecessary to use them. I guard against the introduction of cold air intothe kilns when the doors are opened to introduce or withdraw thestarch-cars by producing at all times within the kilns an air-pressureslightly in e xc ess,of

the atmospheric pressurg sof that wherever.--

the'k'ilns argifiillfitililheatedairescapes to a limited X'tentfrom theopenkiln without affording access to-the outside air. This result may beaccomplished by merely retarding the exhaust from the kilns; but inpractice I produce it and prefer to produce it by running theintroducingblowers 172 and the exhaust blower 179 at definite anddetermined speeds, such that the introducingblowers tend to introducetwo or three per cent. more air than the exhaust-blower 179 is set toexhaust. By this means there is always a slight excess of pressurewithin the kilns above that of the surrounding air. When one of thekiln-doors is open at the end from which the cars are withdrawn, thiseffect is evidenced by an outflow of the heated air, and the same istrue when the receiving-doors of the kilns are open to admit thestarch-cars. When one of the bars 150 is drawn by the winch 160 toadvance the train of cars, the escape of hot air through the opening154, which very nearly fits the bar 150, is negligible.

It will be seen that the several technical efiects and the apparatus forproducing them which I have described may be variously modified,principally in regard to the detail of the apparatus, without departingfrom the principles of my invention.

Having fully described the preferred forms of apparatus embodying myinvention, I claim as the essential features, and desire to secure bythese Letters Patent, the following:

1. In combination in spreading and evening apparatus, a table or supportfor the trays, mechanical spreading mechanism mounted above the saidsupport or table, and means for adjusting the height of the saidmechanism relatively to the said table to increase or decrease thethickness of material to be spread, substantially as set forth.

2. In combination with a support or guideway for moving starch -trays,mechanical spreading mechanism acting upon the starch upon such movingtrays, and an eccentric mounting for the said spreading mechanism,adjustable to raise and lower it, substantially as set forth.

3. The car or wagon provided with Wheels 122, and means for receivingand loosely supporting without securing the longitudinallyextending bar150, substantially as and for the purposes set forth.

4. As means for advancing the series of cars and coupling on successivecars at the rear, a bar 150, openings in the said cars through which thesaid bar extends, and a coupling-piece removably secured to the rear endof the said car and of size suflicient to prevent its beingdrawn throughthe said cars, substantially as set forth.

5. In combination with ahopper 140, ascrew conveyer having tworeversely-inclined portions 141 acting in opposite directions to'conveymaterial from the said hopper, whereby the material may be transmittedin either of two directions at will, substantially as set forth.

In witness whereof I have hereunto set my hand this 19th day of August,1897.

. THOMAS GAUNT.

Witnesses:

CARRIE M. GILL, FRANK R. CUSHING.

